Track mechanism for automatic train stops



1,487,781 s. P. JOHNSON TRACK MECHANISM FOR AUTOMATIC TRAIN STOPS March 25', 1924.

Filedlay 9. 1922 2 Sheets-Sheet 1 March 25, 1924.

$- P. JOHNSON TRACK MECHANISM FOR AUTOMATIC TRAIN STOPS Filed May 9. 1922 2 Sheets-Sheet 2 I II Patented Mar. 25, 1924..

SAMUEL P. JOHNSON, OF LONGAGRE, WEST VIRGINIA.

TRACK MECHANISM: FOR AUTOM'A'IJIG TRAIN STOPS.

Application filed May 9, 1922. Serial No. 559,615.

To all whom it may concern:

Be it known that I, SAMUEL P. JOHNSON, a citizen of the United States of America, residing at Longacre, in the county of Fayette and State of lVest Virginia,.have invented certain new and useful Improvements in Track Mechanism for Automatic Train Stops, of which the following is a specification,

My present invention relates to mechanism, associated with and controlledby railway block signals. for automatically stopping a train when the engineer attempts to run into a block in disregard of a danger signal.

More particularly my present invention has for its object the simplification and perfection of a b-lock-signal-controlled trip which is adapted to engage an actuator carried by the locomotive and automatically apply the brakes and close the locomotive throttle valve. Such a mechanism on the 10- comotive forms the subject matter of a pending application filed April 17th, 1922, Serial No. 553,567. 7

One of the principal objects of my present invention is to simplify .and perfect the track trip mechanism so that it will be re liable in its operation, very durable in ser vice, simple and inexpensive to install, and adapted to be set 1n operating POSllZlOD' not only 111 response to the danger positlonof the block signal semaphore but also in the event of any disturbance of the electrical control system for the automatic appliance.

My present invention with the above objects in view consists in the novel combination and arrangements of parts which are hereinafter more fully described, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims. it being understood that changes in form, arrangement, and relative position of parts may be made to suit different operating conditions without departing from the essential substance of this invention.

Referring now tothe drawings which form a part of this specification Fig. 1 is avertica l sectional view taken on the line 11 of Fig. 2 the view showing in association with the trip mechanism an ordinary block signal semaphore, the base of which is shown in cros's section.

Fig, 2 is a plan view of the track-trip mechanism with the cover plate removed.

Fig. 3 is a cross-section taken on the line 2-2 of Fig. 1.

Fig, 4 is adetail bottom plan View of the ramp rail housing.

Fig. 5 is across-sectional View taken on the line 3-3 of Fig. 1.

Fig, 6 is an enlarged view ofthe operating mechanism shown in Fig. 1.

Similar reference numerals refer to similar parts throughout the drawings.

As illustrated, I show a block signal stand 1 of the hollow type carrying the standard semaphore arm 2 pivoted thereto at 3 and adapted to reciprocate vertically as it rises and falls the rod 4 which is eccentrically connected to the semaphore overhead by the pivot pin 5 and below is pivotally connected to the swinging arm 6. The arm 6 is pivoted at 7 in the switch boX '8 disposed underground at the base of the stand 1 and formed of concrete or any suitable material. The arm 6 carries on its free end the counterweight 8, and between its pivot 7 and the point ofconnection of the rod 4: connect to the arm 6 a. pendant switch rod 9 which is disposed to engage and depress the free end of a switch. arm lOpivoted in the bracket 11 and carrying a counterweight 12'which acts in opposition to the arm 9 and tends to move the switch 10, as soon as it is released by the falling of the semaphore, into contactwith a terminal 13. A conductor 14: leads from the battery 15 to the switch arm 10, and a conductor 16 returns from the terminal 13 through an electro-magnet 17 to the battery.

The track trip mechanism is disposed in. aconcrete pit 18 provided in its topwith a cover 19 and having a hand hole door 20 therein. The pit top is set belowth'e level of the cross ties 21 which support the track rails 22 and also the casting in which the ramp rail 23 is slidably mounted. The castin'g is formed in longitudinal half sectime 24 which are provided in their vertical abutting faces with opposed recesses ftorm' ing the ramp rail slot which terms a close .guideiin which the ramp rail is slidable vertically. The ramp rail itself is a smooth flat polished steel plate which has smooth parallel side walls and is arched in longitil tudinal vertical c (ass-section, as better seen in Fig. 3. At each end the rail 23 provided with a depending lug 26 which is adapted to bear against a brass wear plate 27 held between the casting sect-ions at eacl end of the ramp rail slot 25. As shown more clearly in Fig. 4, the casting sections 24 are hollowed out underneath and provided with a series of opposed internal shoulders 28 which are vertically disposed. To the inner vertical edge of each of the shoulders 28, I attach a brass wear plate 29 against which the sides of the ramp rail slide and which plates therefore stand with their inner edges in vertical alignment with the side edges of the ramp rail slot 25. These wear plates have counter-sunk seats for the attaching screws or rivets 30. I connect the casting sections 24 at each end by a cross bolt 31, it being noted that the casting sections themselves are arched in vertical cross section to correspond to the arch of the ramp rail and that the bolts 31 are passed through their tapered ends beyond the ramp rail slot. These ends also carry side brackets or flanges 32 by means of which the casting sections are spiked to the cross ties. The ends of the casting sections project beyond these flanges and are provided with vertical holes to receive bolts or rivets by means of which each is bolted to a strap or bar 33. Each of these bars is provided at one end with an upturned lug 34 adapted to engage the outer side of the casting and at its other end has bolted thereto clamps 35 and 36 (see Fig. 1), adapted to receive and clamp into the track rail base. In this manner the ramp rail casting is very securely fastened in properly spaced relation alongside of the main track rail and in position above the pit 18.

I attach to the ramp rail or form integral therewith two perpendicular shafts 37 which pass down through suitable openings provided for them in the pit cover 19 and at their lower ends have aligning apertures adapted to receive a cross connecting horizontal shaft 38. This shaft 38 has loose thereon a pair of bearing sleeves 39 free to rotate each between a pair of collars 4O keyed on shaft 38. Each sleeve is adapted to be received in a longitudinal slot 41 in one end of a lever 42 which is held in position between the adjacent pair of collars.

These two levers 42 are fast on a common horizontal shaft 43 mounted to rotate in bearings on the brackets 44 which are bolted to the pit bottom. The shaft 43 has fast thereon near its center an arm 45 carrying a counterweight 46 which is adjustable on the arm by means of a set screw 47. This arm 45 projects away from the ramp rail. The shaft 43 also carries fast thereon a crank arm 49, which projects towards the ramp rail and at its free end has a pin 49 that works in an arcuate slot 50 in the upper arm of a bell crank lever 51. This lever is pivotally mounted on a bracket 52 bolted to the pit bottom and has its lower a 111 connected by a link or rod 53 to the upper end of a lever 54 pivoted at on a bracket 56 bolted to the pit bottom. The lower end of the lever 54 is connected by a link 57 to the core 58 of the solenoid 17, which is provided with bracket lugs 59 by which it is bolted to the pit bottom. The counterweight will act to normally hold the trip plate elevated to the position shown in Fig. 1, which is its position when it will operate the actuator on the locomotive and stop the-train. When,

however, the solenoid is energized, its core is attracted into the solenoid and the lever 54 is rocked on its pivot 55 and serves through the link 53, bell crank 51 and crank 49 to rock shaft 43 and through the arms 42 to depress the trip plate below its operating level, this being the position assumed by the trip plate when the block semaphore indicates a clear track, but when the signal is (ls-energized by a defect in its circuits or the exhaustion of its battery, or the semaphore changes to danger position, the magnet is de-energized and the counterweights'then act to raise the trip and stop the train.

In operation, when the semaphore stands in position indicating that the block is clear, the rod 4 is raised so as to permit the closing of the circuit 17 and therefore to energize the solenoid. This serves to attract its core and operate the shafts 37 to depress the trip plate and therefore to permit the actuator on the locomotive to pass without contact with plate 29. When the semaphore assumes position to signal the engineer that the block ahead is occupied, the lever 6 is depressed to actuate the switch 10 and open the solenoid circuit, thereby de-energizing the solenoid and permitting the counterweight 46, acting in the manner above described, to raise the trip plate into operating position so that it will engage and operate the actuator on the locomotive and stop the train. I prefer to utilize the casting 24 as a simple and strong guide and support for the trip plate which is securely anchored in place onthe cross ties above the concrete pit and adapted to withstand all normal end thrust strains on the trip plate. The brass wear plates take all thrust and wear of the ramp rail and fit snugly about it so as to prevent undue access of dirt and foreign matter into the ramp rail guide slot which might interfere with its free operation.

Though I have described with great particularity the details of the embodiment of the invention herein shown, it is not to be construed that I am limited thereto as changes in arrangement and substitution of equivalents may be made by those skilled in the art without departing from the invention as defined in the appended claims.

Having thus described my invention, What I claim as new and desire to secure by Letters Patent, is

1. In an automatic train control system, the combination with a block signal having a movable signal arm, of an electric circuit including a switch, counterweight means normally closing the switch, means operable by the signal arm to open the switch when the arm is in danger position, an electro-magnet included in said circuit, a ramp rail having counterweight means to normally hold it in operating position, and

means, when energized responsive to the signal, adapted to move the rail from operating position.

2. In an automatic train control system, a ramp rail guide, a ramp rail vertically slidable in the guide, depending legs on said rail, a counterwe-ighted shaft having levers to connect it with a lost-motion joint to each leg of said rail, a crank fast on said shaft, bearings for said shaft, a bell crank lever having a lost-motion connection to said crank, block signal control means for actuating said bell crank to lower the ramp rail, and counterweight means connected to said shaft for raising the ramp rail.

3. A track mechanism for automatic train stops comprising a concrete pit, a metallic guide frame set above the pit and having a ramp rail slot, vertical guide lugs for the rail in the under portion of said slot, a ramp rail fitted to slide vertically through said slot and between said guide lugs to confine it to a vertical lineal'movement, and block signal control means for moving the ramp rail vertically in its guide frame.

4. In an automatic train stop mechanism, track appliances comprising a casting having a vertical guide slot enlarged in its under portion and convex overhead, a flatramp rail having an arched upper edge and fitted to slide with a close clearance in-the slot of said casting, side and end guides for said ramp rail in the lower portion ofsaid slot, counterweight operated means tending normally to raise the ramp rail to operating position, and block signal control means to lower said rail against the action of said counterweight.

5. A claim in accordance with claim 5, in which said guides are formed by vertical spaced shoulders having wear plates secured thereto with their inner edges in vertical alignment with the inner edges of said slot.

6. In an automatic train stop mechanism, track appliances comprising a casting formed in longitudinal half sections, offsets in the upper edges of said sections to form a top slot, the top edges of the casting being convex, a flat ramp rail fitting snugly in said slot throughout its length, brackets to secure said casting to the track ties, clamps to secure said casting in spaced relation to a main track rail, a p1t beneath the track,

housing said operating mechanism, and

actuating connections from said operating mechanism to said ramp rail, substantially as described.

7. In an automatic train control system, a track mechanism comprising an elongated housing adapted to be mounted on the cross ties and having therein a vertical slot parallel with the track, said housing having its top surface convex, an elongated ramp rail curvilinear in side elevation and shaped to conform substantially to the convex surface of the housing and mounted throughout its length in said housing slot, means to limit the upward movement of the ramp rail to hold the latter in the slot with its ends substantially below the toplevel of the housing, and mechanism for raising and lowering said ramp rail in said slot.

In testimony whereof I, SAMUEL P. J OHN- SON, affix my signature.

SAMUEL P. JOHNSON.

Witness:

WM. P. MoIN'rosH. 

